Aircraft security door and method and apparatus for security door handling

ABSTRACT

The present disclosure provides an aircraft security door as well as methods, systems and apparatus for handling an aircraft security door. In one implementation, a method for installing an aircraft security door onto an aircraft is disclosed. The method includes transferring the aircraft security door to an aircraft service stair, supporting the aircraft security door by a bridge crane coupled to the aircraft service stair, positioning the aircraft service stair in proximity to a fuselage of the aircraft adjacent to an opening in the fuselage, positioning the aircraft security door relative to the opening using the bridge crane, and securing the aircraft security door to the opening.

FIELD

Aspects of the present disclosure provide a method and apparatus fortransfer of objects to and from an aircraft. More specifically,implementations disclosed herein relate to an aircraft security door aswell as handling an aircraft security door.

BACKGROUND

The present disclosure relates to an aircraft security door, and morespecifically, to methods and apparatus for handling an aircraft securitydoor. Aspects of the disclosure may also be applicable to moving otherobjects to and from an aircraft with improved safety.

Whenever there is a need to load or unload parts or equipment to or froman aircraft, the item is typically carried by hand up or down astairway, often referred to as an aircraft service stair, or the item islifted to the aircraft directly by a forklift and pallet or other means.

Conventionally, aircraft security doors, which are utilized duringservicing of aircraft, are lifted using a pallet and forklift to theplatform of the aircraft service stair. The security door is laid downon the pallet which is lifted to the platform, and personnel then movethe security door from the pallet onto the platform. The security doortypically has a weight that is greater than about 180 pounds, whichtypically requires more than one person to transfer the door from thepallet to the platform.

This method of transfer introduces numerous difficulties, due to, forexample, reduced space on the platform, and the weight of the doors.Further, laying the door down on the pallet and/or moving the door fromthe pallet to the platform may damage the door.

SUMMARY

The present disclosure provides an aircraft security door as well asmethods and apparatus for handling an aircraft security door.

In one implementation, an aircraft security door is disclosed thatincludes a frame, a door panel coupled to the frame, the door panelsurrounded by a first jamb and a second jamb, wherein the door panelincludes a vent and a transparent window coverable by a sliding member.The aircraft security door also includes respective side portionscoupled to each of the first jamb and the second jamb, each side portionextending in a lateral direction away from the door panel, one or moretamper evident locks coupled to the door panel, and an arc-shaped membercoupled to each side portion along a height of the frame.

In another implementation, an aircraft security door is disclosed thatincludes a frame including a base portion and a roof portion, whereinthe roof portion includes a slanted roof panel, a door panel coupled tothe frame, the door panel surrounded by a first jamb and a second jamb,wherein the door panel includes a vent and a transparent windowcoverable by a sliding member. The aircraft security door also includesrespective side portions coupled to each of the first jamb and thesecond jamb, each side portion extending in a lateral direction awayfrom the door panel, one or more tamper evident locks coupled to thedoor panel, and an arc-shaped member coupled to each side portion alonga height of the frame.

In another implementation, a method for installing an aircraft securitydoor onto an aircraft is disclosed. The method includes transferring theaircraft security door to an aircraft service stair, supporting theaircraft security door by a bridge crane coupled to the aircraft servicestair, positioning the aircraft service stair in proximity to a fuselageof the aircraft adjacent to an opening in the fuselage, positioning theaircraft security door relative to the opening using the bridge crane,and securing the aircraft security door to the opening.

In another implementation, a pallet for supporting an aircraft securitydoor is disclosed that includes a base member that includes two shortsides on opposing ends thereof and two long sides adjacent to the twoshort sides, a first railing positioned on one of the long sides along alength thereof, and a second railing comprising a folding structurepositioned on a top plate of the base member, the second railing beingfoldable in a transverse direction relative to a length of the longsides of the base member.

In another implementation, a pallet for supporting an aircraft securitydoor is disclosed that includes a base member that includes two shortsides on opposing ends thereof and two long sides adjacent to the twoshort sides, a first railing positioned on one of the long sides along alength thereof, a second railing comprising a folding structurepositioned on a top plate of the base member, the second railing beingfoldable in a transverse direction relative to a length of the longsides of the base member, and a raised support member coupled to the topplate adjacent to the second railing.

In another implementation, a method for installing an aircraft securitydoor onto an aircraft is disclosed that includes transferring theaircraft security door to an aircraft service stair on a pallet,supporting the aircraft security door by a bridge crane coupled to theaircraft service stair, removing the pallet from the aircraft servicestair, positioning the aircraft service stair in proximity to a fuselageof the aircraft adjacent to an opening in the fuselage, positioning theaircraft security door relative to the opening using the bridge crane,and securing the aircraft security door to the opening.

BRIEF DESCRIPTION OF THE DRAWINGS

So that the manner in which the above recited features of the presentdisclosure can be understood in detail, a more particular description ofthe disclosure, briefly summarized above, may be had by reference toaspects, some of which are illustrated in the appended drawings.

FIGS. 1A-1G are various views of an aircraft security door.

FIG. 2 is an enlarged perspective view of a portion of a fuselage of anaircraft and a portion of the aircraft security door is shown in anopening of the fuselage.

FIG. 3A is a perspective view of the aircraft security door coupled to atransport pallet.

FIG. 3B is a perspective view of the aircraft security door on thetransport pallet being transferred to a platform of an aircraft servicestair.

FIG. 3C is an enlarged perspective view of the transfer process of FIG.3B.

FIG. 3D shows the transport pallet to the platform of the aircraftservice stair.

FIGS. 4A-4C are various perspective views showing handling procedures ofthe aircraft security door on the aircraft service stair.

FIG. 5A is an isometric view of the bridge crane shown on the aircraftservice stair of FIGS. 4A-4C.

FIG. 5B is an enlarged perspective view of the trolley of the bridgecrane of FIG. 5A.

FIG. 5C is an enlarged perspective view of the trolley frame of thebridge crane of FIG. 5A.

FIG. 5D is a side view of the brake assembly of the bridge crane.

FIG. 5E is a bottom perspective view of the brake assembly of the bridgecrane.

FIG. 5F is a cross-sectional view of a portion of the brake assemblyalong lines 5F-5F of FIG. 5D.

FIG. 6A is an isometric view of the transport pallet of FIGS. 3A-3D.

FIG. 6B is an elevation view of the transport pallet of FIG. 6A.

FIG. 6C is an isometric view of the transport pallet with the foldingstructure in an upright position to support the aircraft security door.

FIG. 6D is a top plan view of the transport pallet and the aircraftsecurity door shown in FIG. 6C.

FIG. 6E is a sectional view of the transport pallet and the aircraftsecurity door along lines 6E-6E of FIG. 6D.

FIG. 6F is an enlarged view of a portion of the transport pallet and theaircraft security door shown in FIG. 6E.

FIGS. 7A and 7B are perspective views of the transport pallet showingoperation of the folding structure. In FIG. 7A, the folding structure isin an upright position to support the aircraft security door (not shown)and the folding structure is shown in a stowed position in FIG. 7B.

FIGS. 7C-7D are enlarged views of portions of the second railing showingcoupling interfaces of the folding structure.

FIGS. 8A and 8B show another portion of the installation system and/orinstallation method configured to transfer the aircraft security door toan aircraft and couple the aircraft security door thereto as describedherein, continued from FIGS. 3A-4C above.

DETAILED DESCRIPTION

The present disclosure provides an aircraft security door as well asmethods, systems and apparatus for improved handling of an aircraftsecurity door.

FIGS. 1A-1G are various views of an aircraft security door 100. Theaircraft security door 100 is utilized to temporarily couple to afuselage of an aircraft (not shown) to provide ingress and egress to theaircraft during servicing of the aircraft in lieu of utilizing theflight door of the aircraft. For example, when servicing the aircraft,service personnel enter and exit the aircraft multiple times. Aircraftflight doors are expensive to maintain and replace and opening andclosing the flight door damages components on the flight door, such asseals and/or latches. Damage to these components reduces the lifetime ofthe flight door. However, utilizing the aircraft security door 100 asdescribed herein, a comfortable atmosphere can be maintained in theaircraft during servicing while allowing ease of entry and exit toservice personnel. For example, while the aircraft security door 100 isnot pressurizable like the flight door, climate controls on the aircraftcan be utilized to heat or cool the aircraft during servicing withminimal thermal losses through the aircraft security door 100. Inaddition, security of the aircraft being serviced is maintainedutilizing the aircraft security door 100 as described herein.

The aircraft security door 100 includes a door panel 105 that ishingedly coupled to a frame 110. The frame 110 is a multi-componentassembly that includes a base portion 112, a roof portion 113, and sideportions 114 on each side of the base portion 112 and the roof portion113. The base portion 112 includes a plurality of tubular members 109Aand 109B aligned along a width of the aircraft security door 100. Asshown in FIG. 1G, the base portion 112 extends along a lateral direction(a Y-X plane) a first depth D, and the roof portion extends along thelateral direction a second depth D′, with the second depth D′ beinggreater than the first depth D. Each of the side portions 114 includes ajamb, such as a first jamb 115 and a second jamb 116 positioned onopposing sides of the door panel 105. Each of the first jamb 115 and thesecond jamb 116 are coupled to the tubular member 109A. Each of the sideportions 114 includes an arc-shaped member 119. The arc-shaped member119 is curved to match a contour of an aircraft fuselage (not shown).For example, the arc-shaped member 119 includes a concave shape thatsubstantially matches a convex shape of the fuselage. A water/pressuretight seal (not shown) is provided between the arc-shaped member 119 andthe fuselage when the aircraft security door 100 is installed. Thearc-shaped member 119 of the aircraft security door 100 is sized toaccommodate both wide-body and narrow-body aircraft. The door panel 105includes a sliding member 107 that opens and closes relative to anopening in the door panel 105. The sliding member 107 may be openedmanually by moving the sliding member 107 laterally or vertically. Atransparent window 108 (shown in FIG. 1D) is positioned behind thesliding member 107. Sliding the sliding member 107 to expose thetransparent window 108 is utilized to identify personnel through thedoor panel 105. The transparent window 108 may be a shatter resistantglass or plastic material.

The door panel 105 is coupled to the first jamb 115 by a hinge 117. Thehinge 117 may be a continuous hinge or a piano hinge. The hinge 117allows the door panel 105 to rotate about a rotational axis 118 (shownin FIG. 1A) to allow the door panel 105 to open and close relative tothe second jamb 116. In the closed position as shown, the door panel 105is secured by a plurality of locking devices such as a first lock member120 and a second lock member 122.

The aircraft security door 100 is configured to be the weakest point ofentry to an aircraft. For example, while the aircraft security door 100as described herein may be locked to prevent ingress to the interior ofthe aircraft, the first lock member 120 and the second lock member 122can be breached if sufficient force is used. While unauthorized accessto the aircraft is not preferred, allowing access to unauthorizedpersons through the aircraft security door 100 prevents damage to otherportions of the aircraft by the unauthorized persons. However,unauthorized access through the aircraft security door 100 will beevident by one or both of the first lock member 120 and the second lockmember 122. Further, security cameras trained on the aircraft securitydoor 100 are used to capture images of the unauthorized persons enteringand/or exiting the aircraft.

One or both of the first lock member 120 and the second lock member 122comprise tamper evident locks 124 that may be utilized to indicateunauthorized access to the aircraft. The first lock member 120 may be acombination lock 126 having a handle 128. The first lock member 120 maybe a high security pedestrian door lock that has a keypad or biometricdevice that restricts access to all but authorized personnel. The secondlock member 122 may be a sliding deadbolt lock that can be secured in alocked position by a tamper evident locking device, such as a padlockseal, a security seal or a security padlock. However, both of the firstlock member 120 and the second lock member 122 can be breached uponapplication of sufficient force to allow access to unauthorizedpersonnel. This makes the aircraft security door 100 the easiest pointof entry to the aircraft and prevents damage to other parts of theaircraft when unauthorized persons attempt to enter the aircraft.Further, any fasteners that are accessible on outwardly facing sides orsurfaces of the frame 110 are tamper proof fasteners (described in moredetail below) which makes the aircraft security door 100 more difficultto breach. For example, the construction of the aircraft security door100 is configured to make an attempted breach by opening the door panel105 (e.g., breaking in to the aircraft via a breach of one or both ofthe lock members 120 and 122).

The side portions 114 as well as the door panel 105 include one or morevents 130. The vents 130 prevent over-pressurization in the fuselage ofthe aircraft. Each of the side portions 114 includes a utilitypass-through box 132. Each utility pass-through box 132 includes a cover133. The cover 133 is opened to access an opening 134 (shown in FIG. 1E)formed through each of the side portions 114. Each utility pass-throughbox 132 is utilized to route wires or cables through the side portions114, if necessary. The side portions 114 as well as the door panel 105include one or more handles 136. Each of the handles 136 are utilized toposition and/or move the aircraft security door 100 during installationand removal. The handles 136 on the door panel 105 are recessed or flushpull handles 138 that are recessed into the door panel 105. The handles136 on the side portions 114 are one or a combination of rigid pullhandles 140 and folding pull handles 142. Each of the side portions 114includes a first or exterior surface 144 and a second or interiorsurface 146 (both shown in FIG. 1E). The side portions 114 include oneor more folding pull handles 142 on each of the exterior surface 144 andthe interior surface 146.

The majority of the aircraft security door 100 is made of metallicmaterials that resist corrosion, such as aluminum and stainless steel.The frame 110 is either welded or coupled together using fasteners, suchas bolts or screws. Portions of the fasteners comprise tamper proofsecurity screws 123. For example, the fasteners for the hinge 117 andthe vents 130, as well as any fasteners that are accessible on theoutwardly facing surfaces of the door panel 105 and the side portions114, are tamper proof security screws 123.

Each of the side portions 114 includes one or more hook points 148. Eachof the hook points 148 are utilized to secure the aircraft security door100 to a transfer pallet (not shown but described in detail below). Forexample, when the aircraft security door 100 is transferred, tie-downstraps are coupled between the transfer pallet and the aircraft securitydoor 100 to secure the aircraft security door 100 to the pallet.

In some implementations, transfer wheels 150 are coupled to the frame110. The transfer wheels 150 aid in moving the aircraft security door100 and/or positioning of the aircraft security door 100 duringinstallation or removal of the aircraft security door 100.

The base portion 112 of the aircraft security door 100 includes a floorportion 152. The floor portion 152 includes a ramp 154. The ramp 154 hasa portion 156 that extends into the aircraft (not shown).

The roof portion 113 includes a slanted roof panel 158. The slanted roofpanel 158 is angled to allow water, such as rain, to flow off a lowerside of the roof portion 113. As shown in FIG. 1F, the slanted roofpanel 158 is slanted at an angle 160 of about 5 degrees to about 15degrees relative to a plane of the base portion 112 (e.g., horizontal).

The roof portion 113 includes one or more storage blocks shown as longstorage blocks 162 and short storage blocks 164. The storage blocks 162,164 are utilized to store the aircraft security door 100 when theaircraft security door 100 is not in use. The heights of the storageblocks 162, 164 are different in order to account for the angle 160 ofthe slanted roof panel 158. Therefore, when the aircraft security door100 is stored in an upside down orientation, the base portion 112 iscoplanar with horizontal. The storage blocks 162, 164 may be made of athermoplastic material or a foam material. The storage blocks 162, 164are removably fastened to the frame 110 to facilitate removal, ifdesired. While not shown, storage blocks may be included on the baseportion 112.

The roof portion 113 also includes a hoist ring 166. The hoist ring 166is utilized to transfer and/or position the aircraft security door 100during installation or removal. The hoist ring 166 is configured tocouple to a hook (not shown) that is utilized to suspend, lift and/orlower the aircraft security door 100. The hoist ring 166 is located at aposition that is the center of gravity of the aircraft security door100. Therefore, the aircraft security door 100 may be suspended and/ormoved in a balanced upright orientation.

The aircraft security door 100 is attached to the aircraft using aplurality of clamps and hooks. The clamps and hooks are shown as firstclamp devices 168 and second clamp devices 170 in FIGS. 1D-1G and FIG.2.

FIG. 2 is an enlarged perspective view of a portion of a fuselage 200 ofan aircraft 205. A portion of the aircraft security door 100 is shown inan opening 210 of the fuselage 200. In FIG. 2, the perspective view isfrom the vantage point looking out from the opening 210. One of thefirst clamp devices 168 and one of the second clamp devices 170 is showncoupled to the fuselage 200. The first clamp devices 168 are configuredas a safety latch that rotates about a rotational axis 215. Each of thefirst clamp devices 168 include an L-shaped hook 220 that is configuredto fix the aircraft security door 100 onto the fuselage 200. The firstclamp devices 168 may include a locking mechanism 225 that prevents theL-shaped hook 220 from moving in the rotational axis 215.

However, the aircraft security door 100 may move slightly relative tothe opening 210, and the second clamp devices 170 are utilized tofurther fix the aircraft security door 100 to the fuselage 200. Each ofthe second clamp devices 170 are locking clamps, such as locking toggleclamps. Each of the second clamp devices 170 include a series of leversand pivot points operable by a movable handle 230. Movement of thehandle 230 applies a force against the fuselage 200 via an adjustablespindle 235 to clamp the aircraft security door 100 onto the aircraft205. However, movement of the handle 230 in an opposite directionreleases the adjustable spindle 235 from the aircraft 205.

FIGS. 3A-4C are various schematic views showing a portion of aninstallation system and/or installation method configured to transferthe aircraft security door 100 to an aircraft and couple the aircraftsecurity door 100 thereto as described herein. FIGS. 3A-3D show theaircraft security door 100 being transferred to an aircraft servicestair; FIGS. 4A-4C show handling methods for the aircraft security door100 when it is on the aircraft service stair; and FIGS. 8A-8B show theaircraft security door 100 being installed on the fuselage of anaircraft.

In FIG. 3A, the aircraft security door 100 is shown coupled to atransport pallet 300. The transport pallet 300 is disposed on a forklift305 that moves the transport pallet 300 about the aircraft 205. Theaircraft security door 100 as well as the transport pallet 300 isforeign object debris (FOD) compliant in order to creation of reduceforeign object damage from portions of the aircraft security door 100and/or the transport pallet 300.

The transport pallet 300 includes a first railing 310 and a secondrailing 315. The first railing 310 is fixed to a base member 320 in anupright orientation. The first railing 310 may be utilized as a safetyrailing for personnel working on the base member 320. The second railing315 is utilized as a support member for the aircraft security door 100.Straps 321, coupled between the transport pallet 300 and the hook points148, are utilized to secure the aircraft security door 100 duringtransport.

The second railing 315 is fixed to the base member 320 by one or morehinge devices 322. The hinge devices 322 comprise a folding structure324 that allows the second railing 315 to fold into a stowed position.

The transport pallet 300 is made of aluminum materials to be lightweightand weather resistant. The base member 320 includes slots formed insidewalls thereof that receive forks of the forklift 305.

FIG. 3B is a perspective view of the aircraft security door 100 on thetransport pallet 300 being transferred to a platform 326 of an aircraftservice stair 328. FIG. 3C is an enlarged perspective view of thetransfer process of FIG. 3B.

The aircraft service stair 328 is similar to other stairways used in theaviation industry. The aircraft service stair 328 may be sized for awide body aircraft or a narrow body aircraft. A bridge crane 330 thatfacilitates handling of the aircraft security door 100 is positioned onthe platform 326.

The aircraft service stair 328 is height adjustable and the platform 326may be adjusted to a specific height for installation of the aircraftsecurity door 100 in the opening 210 of the fuselage 200. The forklift305 lifts the transport pallet 300 and the aircraft security door 100 tothis height and moves the transport pallet 300 laterally above an uppersurface of the platform 326.

In FIG. 3D, the transport pallet 300 is transferred onto the platform326 of the aircraft service stair 328. The aircraft security door 100remains in an upright orientation being secured to the second railing315 and the transport pallet 300. Personnel (not shown) that install theaircraft security door 100 may climb onto the platform 326 to secure theaircraft security door 100 to the bridge crane 330.

Specifically, a hook 332 of the bridge crane 330 is coupled to the hoistring 166 coupled to the aircraft security door 100. The bridge crane330, which will be explained in detail in FIGS. 5A-5F, is utilized tolift the aircraft security door 100 a small distance above the basemember 320 of the transport pallet 300. For example, the bridge crane330 may lift the aircraft security door 100 only about 6 inches, orless, above the base member 320 if the transport pallet 300 to suspendthe aircraft security door 100 above the transport pallet 300.

FIGS. 4A-4C are various perspective views showing handling procedures ofthe aircraft security door 100 on the aircraft service stair 328. Theplatform 326 of the aircraft service stair 328 has a stair case side 400and an aircraft side 405 opposite the stair case side 400.

In FIG. 4A, the transport pallet 300 is resting on the platform 326 ofthe aircraft service stair 328. A safety net 410 is stretched across anopening formed on the aircraft side 405 of the platform 326. The safetynet 410 may be secured to side posts 415 of the platform 326 by aplurality of coupling members 420 in one implementation. Each of theplurality of coupling members 420 may be a combination of D-rings andsnap hooks that are secured by personnel. In another implementation, thesafety net 410 may be a curtain that is movably suspended by a top rail425. The curtain type safety net 410 may be secured using the pluralityof coupling members 420.

The transport pallet 300 is positioned on the platform 326 such that thefirst railing 310 is outside of the safety net 410. However, the firstrailing 310 may be utilized as a safety railing when personnel aredeploying the safety net 410. After the safety net 410 is installed, andthe aircraft security door 100 is suspended by the bridge crane 330, thetransport pallet 300 may be removed from the platform 326 by theforklift 305 (not shown). To remove the transport pallet 300, the secondrailing 315 is folded to a stowed position via the folding structure 324(The folding structure is explained in more detail in FIGS. 7A and 7B).

A gap 430 is provided between the safety net 410 and a surface 435 ofthe platform 326. The gap 430 is sized to allow the transport pallet300, with the second railing 315 in a stowed position, to be move underthe safety net 410 using the forklift 305 (not shown). The transportpallet 300 may then be stored on the aircraft service stair 328 which isshown in FIG. 8A.

FIG. 4C shows the aircraft security door 100 suspended by the bridgecrane 330. The aircraft security door 100 cab be lifted or lowered (inthe Z direction) relative to the surface 435 of the platform 326, aswell as rotated about a rotational axis 440 of the hook 332 of thebridge crane 330. The bridge crane 330 also includes a trolley structure450 that enables movement of the hook 332, with the aircraft securitydoor 100 suspended thereon, laterally (in an X-Y plane).

FIG. 5A is an isometric view of the bridge crane 330 with the aircraftsecurity door 100. The aircraft security door 100 is shown suspendedfrom the hook 332 of the trolley structure 450.

The bridge crane 330 includes a frame 500 that is supported by aplurality of support members 505, such as posts. Each of the supportmembers 505 include a mounting plate 510 that may be used to couple theframe 500 to the surface 435 of the platform 326 (shown in FIG. 4B). Theframe 500 also includes two first rail members 515 that extend in the Xdirection in a substantially parallel relationship. Ends of each of thefirst rail members 515 are coupled to one or both of the support members505 and an end rail 520 extending in the Y direction. A trolley 525 ispositioned on a trolley frame 530 that is movable along the first railmembers 515 in the X direction.

The trolley frame 530 includes two second rail members 535 that supportthe trolley 525. The second rail members 535 extend in the Y directionin a substantially parallel relationship and the trolley 525 is alsomovable in the Y direction. Each end of the second rail members 535 arecoupled to a rolling member 540. The rolling members 540 are movablycoupled to the two first rail members 515 and allow the trolley frame530 to roll along the two first rail members 515 in the X direction.

On one short side of the frame 500, two cross members 507 are providedbetween two of the support members 505. Additionally, a cradle assembly508 is shown on the short side of the frame 500. The cradle assembly 508engages a lower portion of the aircraft security door 100 when theaircraft security door 100 is positioned adjacent thereto. The cradleassembly 508 is a channel that is sized to receive a portion of thetubular member 109A of the aircraft security door 100 in a mannersimilar to the cradle 625 shown in FIG. 6F. While not explained indetail, the cradle assembly 508 is constructed similarly to the cradle625 described in FIG. 6F.

When the aircraft security door 100 is positioned as shown in FIG. 5A,the aircraft security door 100 is in a “locked” or “docked” position onthe bridge crane 330. This “locked” or “docked” position allows thebridge crane 330 and the aircraft security door 100 to be moved (using aforklift and/or rolling movement of the aircraft service stair 328 (notshown) between aircraft and/or a hangar and an aircraft. A plurality ofdoor blocks 509 are utilized between the support members 505 and cornersof the aircraft security door 100. The door blocks 509 are utilized as aguide as well as cushioning members to prevent damage to the aircraftsecurity door 100. Each of the door blocks 509 may be made of apolymeric material, such as a polyoxymethylene (POM) material.

FIG. 5B is an enlarged perspective view of the trolley 525 on the secondrail members 535. FIG. 5C is an enlarged perspective view of the trolleyframe 530. The trolley 525 includes a hoist 545 that is coupled to thehook 332. The hoist 545 includes a lead screw 556 and a gear motor 558.The lead screw 556 is coupled to the hook 332 by a swivel connector 547(shown in FIG. 5C). The gear motor 558 is coupled to a shaft 560 and apulley 562. The chain 550 is coupled to the pulley 562. Rotation of thepulley 562 rotates the shaft 560 and the gear motor 558 moves the leadscrew 556 (and the hook 332) up or down (depending on the direction ofrotation of the pulley 562). For example, the chain 550 has a firsthanging portion 564A and a second hanging portion 564B. When the firsthanging portion 564A is pulled downward, the pulley 562 (and the shaft560) is rotated in a clockwise direction. Alternatively, when the secondhanging portion 564B is pulled downward, the pulley 562 (and the shaft560) is rotated in a counter-clockwise direction. Thus, personnel canraise or lower the aircraft security door 100 in the Z direction bypulling the respective hanging portions of the chain 550 down. When thechain 550 is not pulled, the gear motor 558 does not allow the shaft 560to move, which facilitates stable suspension of the aircraft securitydoor 100.

The hoist 545 is a simple mechanism and is constructed and/or operatedwith no cables.

The trolley 525 includes two rolling members 566 that allow the trolley525 to roll along a length of the second rail members 535. Each of therolling members 566 includes rollers 568. While not shown, the rollingmembers 540 on the trolley frame 530 are constructed similarly to therolling members 566, and include rollers 568. The trolley structure 450also includes a brake assembly 570. The brake assembly 570 is coupled toa sidewall 572 of the trolley structure 450 and is configured to lockthe trolley structure 450 in the X and Y directions by coupling with theend rail 520.

In order to place the tubular member 109A of the aircraft security door100 into the cradle assembly 508 of FIG. 5A, the aircraft security door100 is lifted by the hoist 545 to clear an angled sidewall 511 of thecradle assembly 508. The aircraft security door 100 is then guidedtoward the support members 505 and the door blocks 509. Thereafter, theaircraft security door 100 may be lowered into the cradle assembly 508by the hoist 545. Tie-down straps, such as the straps 321 (shown in FIG.3A), may be used to secure the aircraft security door 100 to the frame500. For example, tie-down straps may be coupled between the supportmembers 505 and the hook points 148 (shown in FIG. 5A) to secure theaircraft security door 100 during transport.

FIGS. 5D and 5E are various views of the brake assembly 570. FIG. 5D isa side view of the brake assembly 570 and FIG. 5E is a bottomperspective view of the brake assembly 570.

The brake assembly 570 includes a locking bracket 574 that is coupled tothe sidewall 572 of the trolley structure 450. The brake assembly 570also includes a locking mechanism 576 coupled to the end rail 520. Thelocking mechanism 576 is fixed to the end rail 520. The locking bracket574 is fastened to the sidewall 572 of the trolley structure 450 andmoves with the trolley structure 450 when not locked in by the lockingmechanism 576. However, when the locking bracket 574 is engaged by thelocking mechanism 576, the trolley structure 450 is in a “docked” or“locked” position.

The locking mechanism 576 includes a plurality of pins 578 that aremovable in the Z direction into and out of engagement with the lockingbracket 574. The plurality of pins 578 include a spring loaded mechanismadapted to engage the pins with the locking bracket 574. One or morepull cords 594 are coupled with the locking mechanism 576 to facilitatemovement of the pins 578 into and out of engagement with the lockingbracket 574.

FIG. 5F is a cross-sectional view of one of the pins 578 that areengaged with a notch 580 formed in the locking bracket 574 along lines5F-5F of FIG. 5D.

In one implementation, the end rail 520 is a strut made of an aluminummaterial having a structural shape as shown in FIG. 5F. The structuralshape shown in FIG. 5F is marketed by the Bosch Group as struts soldunder the tradename REXROTH®. Other structural members of the frame 500may be the same as the end rail 520, such as the support members 505,the first rail members 515 and the second rail members 535.

The pins 578 (only one is shown in FIG. 5F) are movably disposed inopenings 582 (only one is shown) in a circular web 584 of the end rail520. When the pins 578 engage with the notch 580 as shown in FIG. 5F,the trolley 525 is laterally fixed relative to the end rail 520 and theframe 500.

The end rail 520 also includes grooves 586A-596D formed between cornerstructures 588. The rollers 568 of the rolling members 566 of thetrolley 525 include a ridge that is sized to fit into the groove 586A.The ridge of the rollers 568 and the groove 586A facilitate alignment ofthe trolley 525 during relative movement thereof.

To disengage the pins 578 and allow lateral movement of the trolley 525relative to the end rail 520, the locking mechanism 576 is utilized.Referring to FIGS. 5D and 5E, the locking mechanism 576 includes a pullcord 594 operably coupled to each of the pins 578. When the pull cords594 are pulled downward by personnel, the pins 578 move downward in thedirection of arrow A, thereby releasing the pins 578 from the notch 580in the locking bracket 574. Thus, the trolley 525 is able to movelaterally as long as the pull cords 594 are pulled or held downward bypersonnel to disengage the pins 578 from the respective notch 580.

FIG. 6A is an isometric view of the transport pallet 300 of FIGS. 3A-3D.FIG. 6B is an elevation view of the transport pallet 300 of FIG. 6A. InFIGS. 6A and 6B, the folding structure 324 is in an upright positionsuch that the second railing 315 is rigidly fixed to the base member320.

The base member 320 includes two short sides 600A on opposing endsthereof and two long sides 600B on opposing ends thereof. The firstrailing 310 is provided on one of the long sides 600B along a lengththereof and the second railing 315 is foldable in a transverse relationto one of the long sides 600B.

The base member 320 includes a first plate or top plate 605 and a secondplate or bottom plate 608 in a spaced apart relation to the top plate605. Multiple slots 610 are formed between the top plate 605 and thebottom plate 608 to receive forks from a forklift (not shown). The slots610 are provided on the short sides 600A and the long sides 600B.

Anchor points 612 are also shown on two first rigid support members 614of the second railing 315. The anchor points 612 are utilized to attachthe straps 321 (shown in FIG. 3A). One set of hinge devices 322 arecoupled between the top plate 605 and each of the first rigid supportmembers 614.

FIGS. 6C-6E are various views of the transport pallet 300 supporting theaircraft security door 100 of FIGS. 1A-1G. FIG. 6C is an isometric viewof the transport pallet 300 with the folding structure 324 in an uprightposition to support the aircraft security door 100. FIG. 6D is a topplan view of the transport pallet 300 and the aircraft security door 100shown in FIG. 6C. FIG. 6E is a sectional view of the transport pallet300 and the aircraft security door 100 along lines 6E-6E of FIG. 6D.

The aircraft security door 100 rests on the transport pallet 300 and issecured in an upright position by the second railing 315. The secondrailing 315 includes a pad 615, made of foam rubber or other elasticmaterial, to protect the aircraft security door 100.

Referring to FIG. 6E, the base portion 112 of the aircraft security door100 rests on a raised support member 620. The raised support member 620is coupled to the top plate 605 of the transport pallet 300. Details ofthe interface between the aircraft security door 100 and the raisedsupport member 620 are discussed in FIG. 6F.

FIG. 6F is an enlarged view of a portion of the transport pallet 300 andthe aircraft security door 100 shown in FIG. 6E. The raised supportmember 620 includes a cradle 625 that supports and holds the aircraftsecurity door 100 relative to the transport pallet 300. The cradle 625is a channel that is sized to receive a portion of the tubular member109A of the aircraft security door 100. The cradle 625 includes anangled sidewall 511 that is angled about 45 degrees relative to a planeof the top plate 605. The cradle 625 also includes a backstop sidewall635 that is angled about 90 degrees from a plane of the top plate 605.The backstop sidewall 635 prevents movement of the aircraft securitydoor 100 towards the second railing 315. The angled sidewall 511 alsoprevents movement of the aircraft security door 100 away from the secondrailing 315 while also permitting removal of the aircraft security door100 with little effort. The cradle 625 is made of a polymeric material,such as an ultra-high molecular weight (UHMW) plastic material.

FIGS. 7A and 7B are perspective views of the transport pallet 300showing operation of the folding structure 324. In FIG. 7A, the foldingstructure 324 is in an upright position to support the aircraft securitydoor 100 (not shown) and the folding structure 324 is shown in a stowedposition in FIG. 7B. FIGS. 7C-7D are enlarged views of portions of thesecond railing 315 showing coupling interfaces of the folding structure324.

The folding structure 324 of the second railing 315 includes the firstrigid support members 614 and two second rigid support members 700. Afirst coupling interface 705 is shown in FIG. 7C. The first couplinginterface 705 includes a pair of ears 710 extending from a lateralsupport member 715 coupled to the first rigid support members 614. Thefirst coupling interface 705 also includes a fastener 720 thatinterfaces with openings formed in the ears 710 and an opening in thesecond rigid support members 700. In some implementations, the fastener720 may be a bolt or a pin securable by a retaining pin or clip. Inother implementations, the fastener 720 is a pin having a push buttonretainer, and the pin is leashed to the second railing 315 (to preventforeign object debris).

FIG. 7D shows a second coupling interface 725 of the folding structure324. The second coupling interface 725 also comprises one of the hingedevices 322 of the folding structure 324. The second coupling interface725 comprises a support member 730 that is coupled to the top plate 605of the transport pallet 300. A gusset 735 is coupled to the supportmember 730. The gusset 735 and the second rigid support member 700 eachinclude an opening that is sized to receive a fastener 740, such as abolt and a nut.

Referring to FIG. 7B, the second railing 315 is folded into a stowedposition by removing the first coupling interfaces 705 between the firstrigid support members 614 and the second rigid support members 700, androtating the first rigid support members 614 along a rotational axis745. Similarly, the second rigid support members 700 are rotatable in arotational axis 750 such that the second rigid support members 700 layon top of a portion of the first rigid support members 614. In thestowed position, the folding structure 324 has a height 755 (measuredfrom the bottom plate 608) of about 17 inches to about 18 inches. Theheight 755 corresponds to the gap 430 provided between the safety net410 and a surface 435 of the platform 326 (shown in FIGS. 4A and 4B).

FIGS. 8A and 8B show another portion of the installation system and/orinstallation method configured to transfer the aircraft security door100 to an aircraft and couple the aircraft security door 100 thereto asdescribed herein, continued from FIGS. 3A-4C above. The aircraft servicestair 328 has the aircraft security door 100 secured thereon by thebridge crane 330. The aircraft service stair 328 is moved toward theopening 210 (shown in FIG. 8B) of the fuselage 200 of the aircraft 205.During movement of the aircraft service stair 328, the aircraft securitydoor 100 is secured by the bridge crane 330 and/or the brake assembly570 (shown in FIGS. 5D and 5E).

In FIG. 8B, the platform 326 of the aircraft service stair 328 ispositioned in proximity to the aircraft 205. The aircraft security door100 is manipulated by personnel by moving the trolley structure 450and/or hoist 545 of the bridge crane 330 to position the aircraftsecurity door 100 relative to the opening 210 of the fuselage 200. Afterpositioning of the aircraft security door 100, the aircraft securitydoor 100 can be fastened to the opening 210 of the fuselage 200 as shownand described in FIG. 2.

What is claimed is:
 1. An aircraft security door, comprising: a frame; adoor panel coupled to the frame, the door panel surrounded by a firstjamb and a second jamb, wherein the door panel includes a vent and atransparent window coverable by a sliding member; respective sideportions coupled to the first jamb and the second jamb, each sideportion extending in a lateral direction away from the door panel; oneor more tamper evident locks coupled to the door panel; and anarc-shaped member coupled to the side portions along a height of theframe.
 2. The aircraft security door of claim 1, wherein the frameincludes a base portion and a roof portion, and the roof portionincludes a slanted roof panel.
 3. The aircraft security door of claim 2,wherein the base portion extends in the lateral direction a first depthand the roof portion extends in the lateral direction a second depth,the second depth being greater than the first depth.
 4. The aircraftsecurity door of claim 1, further comprising: a first clamp devicecoupled to each of the side portions.
 5. The aircraft security door ofclaim 4, wherein each of the first clamp devices comprise an L-shapedhook.
 6. The aircraft security door of claim 5, wherein each of thefirst clamp devices include a locking mechanism that prevents theL-shaped hook from moving in a rotational axis.
 7. The aircraft securitydoor of claim 4, further comprising: a plurality of second clamp devicescoupled to each of the side portions.
 8. The aircraft security door ofclaim 7, wherein each of the second clamp devices include an adjustablespindle and a handle.
 9. The aircraft security door of claim 1, whereineach of the side portions include a plurality of vents.
 10. An aircraftsecurity door, comprising: a frame including a base portion and a roofportion, wherein the roof portion includes a slanted roof panel; a doorpanel coupled to the frame, the door panel surrounded by a first jamband a second jamb, wherein the door panel includes a vent and atransparent window coverable by a sliding member; respective sideportions coupled to each of the first jamb and the second jamb, eachside portion extending in a lateral direction away from the door panel;one or more tamper evident locks coupled to the door panel; and anarc-shaped member coupled to each side portion along a height of theframe.
 11. The aircraft security door of claim 10, wherein the slantedroof panel is slanted at an angle of about 5 degrees to about 15 degreesrelative to a plane of the base member.
 12. The aircraft security doorof claim 10, wherein the base portion extends in the lateral direction afirst depth and the roof portion extends in the lateral direction asecond depth, the second depth being greater than the first depth. 13.The aircraft security door of claim 10, further comprising: a firstclamp device coupled to each of the side portions.
 14. The aircraftsecurity door of claim 13, wherein each of the first clamp devicescomprise an L-shaped hook and a locking mechanism that prevents theL-shaped hook from moving in a rotational axis.
 15. The aircraftsecurity door of claim 13, further comprising: a plurality of secondclamp devices coupled to each of the side portions, wherein each of thesecond clamp devices include an adjustable spindle and a handle.
 16. Amethod for installing an aircraft security door onto an aircraft, themethod comprising: transferring the aircraft security door to anaircraft service stair; supporting the aircraft security door by abridge crane coupled to the aircraft service stair; positioning theaircraft service stair in proximity to a fuselage of the aircraftadjacent to an opening in the fuselage; positioning the aircraftsecurity door relative to the opening using the bridge crane; andsecuring the aircraft security door to the opening using a plurality offirst clamp devices and a plurality of second clamp devices coupled tothe aircraft security door.
 17. The method of claim 16, whereinpositioning the aircraft service stair in proximity to the fuselagefurther comprises locking the aircraft security door to the bridge craneusing a brake assembly.
 18. The method of claim 16, wherein each of thefirst clamp devices comprise an L-shaped hook and a locking mechanismthat prevents the L-shaped hook from moving in a rotational axis. 19.The method of claim 16, wherein each of the second clamp devices includean adjustable spindle and a handle.
 20. The method of claim 16, whereinthe aircraft security door includes a base portion having a floorportion that includes a ramp that extends into the opening of theaircraft.
 21. A pallet for supporting an aircraft security door, thepallet comprising: a base member that includes two short sides onopposing ends thereof and two long sides adjacent to the two shortsides; a first railing positioned on one of the long sides along alength thereof; and a second railing comprising a folding structurepositioned on a top plate of the base member, the second railing beingfoldable in a transverse direction relative to a length of the longsides of the base member.
 22. The pallet of claim 21, wherein the basemember, the first railing and the second railing is foreign objectdebris compliant.
 23. The pallet of claim 21, wherein the foldingstructure includes a plurality of first rigid support members and aplurality of second rigid support members.
 24. The pallet of claim 23,wherein each of the plurality of first rigid support members are coupledto the second railing by a first coupling interface.
 25. The pallet ofclaim 24, wherein the first coupling interface includes a pair of earsextending from a lateral support member of the second railing.
 26. Thepallet of claim 25, wherein the first coupling interface also includes afastener that interfaces with openings formed in the ears and an openingin the second rigid support members.
 27. The pallet of claim 21, furthercomprising: a raised support member coupled to the top plate adjacent tothe second railing.
 28. The pallet of claim 27, wherein the raisedsupport member includes a cradle.
 29. The pallet of claim 28, whereinthe cradle includes an angled sidewall that is angled about 45 degreesrelative to a plane of the top plate.
 30. A pallet for supporting anaircraft security door, the pallet comprising: a base member thatincludes two short sides on opposing ends thereof and two long sidesadjacent to the two short sides; a first railing positioned on one ofthe long sides along a length thereof; a second railing comprising afolding structure positioned on a top plate of the base member, thesecond railing being foldable in a transverse direction relative to alength of the long sides of the base member; and a raised support membercoupled to the top plate adjacent to the second railing.
 31. The palletof claim 30, wherein the raised support member includes a cradle. 32.The pallet of claim 31, wherein the cradle comprises a polymericmaterial.
 33. The pallet of claim 31, wherein the cradle includes anangled sidewall that is angled about 45 degrees relative to a plane ofthe top plate.
 34. The pallet of claim 33, wherein the cradle includes abackstop sidewall that is angled about 90 degrees relative to the planeof the top plate.
 35. The pallet of claim 30, wherein the base member,the first railing and the second railing is foreign object debriscompliant.
 36. A method for installing an aircraft security door onto anaircraft, the method comprising: transferring the aircraft security doorto an aircraft service stair on a pallet; supporting the aircraftsecurity door by a bridge crane coupled to the aircraft service stair;removing the pallet from the aircraft service stair; positioning theaircraft service stair in proximity to a fuselage of the aircraftadjacent to an opening in the fuselage; positioning the aircraftsecurity door relative to the opening using the bridge crane; andsecuring the aircraft security door to the opening.
 37. The method ofclaim 36, wherein the pallet includes a folding structure that supportsthe aircraft security door during transfer on the aircraft servicestair.
 38. The method of claim 36, wherein the pallet includes a railingthat is foldable, the method further comprising: folding the railingprior to removing the pallet from the aircraft service stair and afterthe aircraft security door is supported by the bridge crane.
 39. Themethod of claim 36, wherein the aircraft service stair includes platformand a safety net having a gap between the platform and the safety net.40. The method of claim 39, wherein the pallet includes a railing thatis foldable, the method further comprising: folding the railing prior toremoving the pallet from the aircraft service stair and after theaircraft security door is supported by the bridge crane, wherein therailing is sized to pass through the gap after folding.